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Features

READY TO RUN. STAGE V.

John Deere is ready to work, ready to generate, and ready to run with engines meeting EU Stage V emissions regulations. This means OEM customers currently using a John Deere engine with a diesel particulate filter (DPF) won’t have to re-engineer their machines to meet the requirements of Stage V regulations. John Deere has been using DPF technology since Interim Tier 4/Stage III B and is well positioned to help customers transition to the EU’s Stage V standard. We have extensive experience with the development and integration of DPFs in both John Deere and OEM equipment, with more than 425 million DPF hours in the field.*

COOLED EXHAUST GAS RECIRCULATION (EGR)

EXHAUST FILTERS

These engines utilize a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). The DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate matter (PM). The downstream DPF traps and holds the remaining PM. Trapped particles are oxidized within the DPF through a continuous cleaning process called passive regeneration. Passive regeneration occurs during normal operating conditions when heat from the exhaust stream and catalysts within the exhaust filter trigger the oxidation of the trapped PM. If passive regeneration cannot be achieved due to low temperature, load, or speed, then PM is removed using active regeneration — an automatic cleaning process controlled by the exhaust temperature management system. Engines below 130 kW (174 hp) use an in-cylinder dosing system for active regeneration, while larger engines use an external dosing system.

SELECTIVE CATALYTIC REDUCTION (SCR)

John Deere engines feature an SCR system that utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF). The ammonia in the urea mixes with engine exhaust gases in the SCR catalyst to reduce NOx — converting it to nitrogen and water vapor.

HIGH-PRESSURE COMMON-RAIL (HPCR) AND ENGINE CONTROL UNIT (ECU)

The HPCR fuel system provides variable common-rail pressure and higher injection pressures up to 2,500 bar (36,000 psi). It also controls fuel injection timing and provides precise control for the start, duration, and end of injection.

4-VALVE CYLINDER HEAD

The 4-valve cylinder head provides excellent airflow resulting in greater low-speed torque and better transient response time by utilizing a cross-flow design.

AIR-TO-AIR AFTERCOOLED

This is the most efficient method of cooling intake air to help reduce engine emissions while maintaining low-speed torque, transient response time, and peak torque. It enables an engine to meet emissions regulations with better fuel economy and the lowest installed costs.